Planograph co



J. 0. NEIKI'RK.

' RAILROAD CAR. 1,308,442.

APPLICATION FILED JUNE 22. I916.

Patented July 1, 1919.

3 SHEETS-SHEET I.

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. J22; fljliziuirk THE COLUMBIA PLANOGRAPH CU" V ASHINGION, D- c.

1.0.NEIKIRK.

RAlLROAD CAR.

APPLICATION FILED JUNE 22, 1916.

1,308,442. Patented July 1,1919.

3 SHEETS-SHEET 2.

3y JZn azvzh'w THE COLUMBIA PMNOOMP" G6 WASHING LO.NE1KIRK.

RAILROAD CAR.

APPLICATION FILED JUNE 22, 1916.

1,308,442. Patented J uly 1, 1919.

3 SHEETS-SHEET 3.

l I 1 p 1 1 1 In Q i 1" I: ll Iv 'I THE col.

UNI D STATES PATENT OFFICE.

JOHN 0. NEIKIRK, 0F LOMBARD ILLINOIS. u

RAILROAD-GAR.

Figure 1 is a .plan view of one end of the underframe of a car constructed according tion of the centralp'art ofqthe car to my invention. v o

Fig. 2 is across section of the lower porthrough the longitudinal hopper.

Fig. 3 is anenolview ofthe lower partiof thecar. l Fig. 4: is a cross section throughthe underframe oftheg} car onthe. lined-4s of Fig. 5.

Fig. 5 is a central longitudinalsecti-on of the endpart of the-car.

My: invention has been designed primarily for applicationto carshaving a central hopper extending;longitudinally of thecarbetween the bolsters; but in its broad aspect the invention is not "restricted to ears of that type, .Hoppercars of thetype referred to are illustrated andflclescribed in myprior Patents, Nos.'1,098,7a8 and=1,112,64l4;, granted June 2, 1914:, and October 6, 1914, resps0 tively, and in Patent No. 761,674:, granted to S. Hart and O. Meissner June], 1904, and No; 820,046, granted to E. S. Hart May 8, 1906. The cars described in the Hart and Meissner and Hart patents referred to have undertrames constructed of. wood, and in the structures of the other two patents the unclerframesare constructed of steel.

1 In railway carstof all types it is necessary that thelongitudinal members of the un-; derframe support not only the yert icalload, due tothe weight of the car and contents, but that these members; should also sustain the pulling and bufiingstresses. Intheconstruction of carslof the type above referred to provided with longitudinal central hoppers, thecentersill, upon which relianceis usually placed to sustain the. bulling and 1 Specification of Letters Patent. Patented July 1, 1919,

Applicationfiled. rune 22,1916. SerialNo'; 105,188.

sills f-which, of course, must lie along the longitudinal centerline of theicar1toylongi tudlnal members sufficiently remote from the car center to provide the necessary width forthe hopper. i a. n

Formerly the size of cars ordinarily useol and the weights, which they were designed towcarrywere not asgreat as at present, and satisfactory results were obtainedby constructing the longitudinal members of the underframes of" wooden beams, as shown the Hart ttlTClMEilSSIlBI' and Hart patents above referred to. With rthe increasing size of. cars, and the increasing weight of the loads carried, difliculties were encountered in the use of wooden sills, and in recent years it has become customary to construct such "cars with steel under-frames, as shown inmy two patents aboye mentioned. u While the useofrsteel in such cars has resulted in the ,provision of an abundanceof strength to resist the stresses incidentto service, the cost ofthecars has been greatly increased, and at: times "the cost of steel has reached such points astointerfere seriously with the construction of such earls.

Ihaveufound that longitudinal car sills of woodpossess an abundance of strength to carrythe vertical load clue to the Weight of the, car and contents and that failure to properly sustain the pulling and bufiing stresseswis the; principal source of weakness of wooden sills. Incarsconstructed with steel longitudinal; sills, the amount of steel employed is vastly in excesstof that necessary to take carelof the pulling and bufiing stresses, such excess being necessary to efficiently carry the vertical load. The object ofniy pinventionqis. to constructa car in which wood is employed to carry the verticall load and in which sulficient members of steel areprovi ded tosustain all of the pull,-

ing 1 and bulling stresses.

;W hilethe car illustrated in the it will; be apparent that 3 my invention, 1n its broader aspect, 1may be used in cars: of other forms-1 w a 1 a a a m In thedrawings, I have illustrated a car embodying my invention in one form. The bolster A is of metaland isshownasa casting, extending continuously from one side of the car to the other andhaving the center 1, formed integral therewith. Also formed integrally with the bolster, are flanges 2-2, reinforced by braces the 100, is of the central longitudinal hoppertype, y

flanges 2-2 projecting outwardly from the bolster, that is, toward the end of the car.

The metal draft sills H, shown in the present instance as channels, are riveted to the flanges 2-2, and are further secured to the bolsters by means of the gusset plates 55, which are riveted to the draft sills and the top of the bolster, respectively. At their outer ends, the draft sills are secured to the metal end sill 6, the connection being reinforced by means of gusset plates 77.

Projecting from the inner side of the bolster, that is, the side toward the center of the car, are angular brackets or flanges 8-8, having vertical and horizontal webs, as most clearly shown in dotted lines in Fig. 4, and

as further indicated in Figs. 1 and 5. The brackets 88 are located at some distance from the center of the car and are provided for the purpose of securing means of connection between the longitudinal metal sills 9 9 and the bolsters. In the present instance, the longitudinal metal sills 99 are angle irons having their flanges lying against the vertical and horizontal flanges of'the brackets 8-8, to which they are secured by means of rivets. The longitudinal metal sills 99 extend from bolster to bolster, and being attached to the bolsters, serve to carry the pulling strains imposed upon the car.

The bolsters A, draft sills 1 and longitudinal sills 9 are all located in substantially the same plane, provision being thus made for transmitting the pulling stresses through the car'in as direct a line as possible, while still leaving. space at the centerv of the car for the hopper,

Inasmuch as the sills 99. are out of line with the draft sills,I have strengthened the central part of the'bolster through which the pulling and buffing stresses are transmitted from the draft sills 4l l outwardly to the sills 99. In the present instance the necessary strength is provided by vertical webs 20 -20 connecting the top and bottom plates of the bolster, the webs 2020 extending from'the center of the bolster out to the brackets 88, as clearly shown in Fig. 1. Beyond the brackets88 suflicient strength is imparted to the bolster by the single central web 21. In ears as ordinarily constructed, the bolsters merely maintain the vertical load, but in my improved car the bolsters transmit the pulling and buffing stresses from the central part of the car, 2'. e.

v from the draft sills outwardly to the sills 99 which fact gives use to the novel centrally strengthened bolster above described. Of course, it will be apparent that the central part of the bolster may be strengthened by distributing and arranging the metal in many different ways, that above described being merely illustrative of one preferred structure.

For the purpose of providing means of at tachment and assisting in. sustaining the hopper, I have provided wooden fillers 10, lying inside of the angle metal sills 9, the wooden members 10 extending from one bolster to the other.

The vertical load sustaining elements of thecar are wooden longitudinal sills 11 and 12 and 13, lying above the bolsters and extending from one end sill to the other. EX- tending from the end sills to the ends of the hoppers, I have also provided short wooden sills 14, lying directly above the draft sills and bolster.

The wooden longitudinal sills 11, 12, and 13, serve to sustain the vertical load, but the wooden sills are relieved of the pulling and bufling stresses, which latter are carried by the draft sills and metal longitudinal members 99.

While I have described one specific embodiment of my invention, it will be apparent that the application of my invention is not limited to the specific forms herein illustrated and described.

What I claim is:

1. A car underframe comprising a metallic subframe having spaced longitudinal sills for thereception of a hopper and being out of line with the draft sills and extending only between the bolsters, said subframe including bolsters, the central parts of which have double supporting flanges and the outer ends of which have single central supporting flanges carrying the horizontal stresses, and a superframe comprising the longitudinal sills resting on the bolsters and transmitting vertical load to the bolsters.

In a car underframe, a metallic subframe comprising bolsters, draft sills attached to said bolsters, longitudinal sills connecting said bolsters, said longitudinal sills being out of line with and farther from the center of the car than said draft sills, thecentral part of said bolster having double supporting flanges to transmit the buffing and pulling stresses outwardly from the draft sills to said longitudinal sills, the outer ends of the bolsters having single central supporting flanges, and a wooden superframe comprising longitudinal sills resting on the bolsters and adapted to transmit the vertical load thereto.

,3. In a car underframe, a metallic subframe comprising bolsters, draft sills attached to said bolsters, longitudinal sills connecting said bolsters, said longitudinal sills being out of line with and farther from the center of the car than said draft sills for the reception of a hopper, the central part of said bolster having double supporting flanges to transmit the bufiing and pulling stresses outwardly from the draft sills to said longitudinal sills, the outer ends of said bolsters having single central supporting flanges, and a Wooden superframe comprising longitudinal sills resting on the bolsters and adapted to transmit the vertical load thereto, said metallic subfraine being adapted to sustain all of the bufling and pulling stresses. i p

4. A metal car bolster, said bolster being of sufficient strength throughout its length to sustain the vertical load of a car and its 10 contents, and the central part of said bolster having double supporting flanges to trans mit all of the pulling and buliing stresses inn posed on a car from the center of the bolster to points intermediate the center and ends thereof, the ends of said bolsters having single central supporting flanges.

In testimony whereof, I have subscribed my name.

JOHN D. NEIKIRK. Witnesses:

E. E. SLATER,

G. F. MOHUGH.

Copies of this patent may be obtained for fivecents each, by addressing the "Commissioner or Patents,

Washington, D. G. i 

